5 EXECUTIVE SUMMARY INTRODUCTION Crossborder travel at the six land ports of entry (POEs) in the California-Baja California region has grown significantly over the years. The San Diego County-Tijuana/Tecate region is home to the San Ysidro- Puerta México, the Otay Mesa-Mesa de Otay, and the Tecate-Tecate POEs while the Imperial County- Mexicali region hosts the Calexico-Mexicali, Calexico East-Mexicali II, and Andrade-Los Algodones POEs. Travel demand is expected to increase at all POEs in the region between 2005 and Total population in the California-Baja California study area was estimated at more than six million in 2005 and is projected to grow to almost 9.5 million by Growth in population and economic activity will increase crossborder travel demand and continue to add pressure to the POE facilities and connecting roads. Given the current and projected travel demand at the existing POEs, improving the capacity and operations of the current infrastructure is critical to decrease traffic congestion and delays, facilitate international trade, and improve the quality of life for residents in the border region. Federal, state, regional, and local agencies responsible for planning and implementation of POEs and related transportation facilities in the California-Baja California region agree that a master planning process is needed to evaluate and integrate POE and transportation infrastructure development on a coordinated basis. STUDY PURPOSE AND OBJECTIVES The California-Baja California Border Master Plan is a binational comprehensive approach to coordinate planning and delivery of projects at land POEs and transportation infrastructure serving those POEs in the California-Baja California region. The California Department of Transportation (Caltrans), in partnership with the Secretariat of Infrastructure and Urban Development of Baja California (Secretaría de Infraestructura y Desarrollo Urbano del Estado de Baja California or SIDUE) and the U.S./Mexico Joint Working Committee (JWC), retained the San Diego Association of Governments (SANDAG) Service Bureau to assist in the development of this Plan. The California-Baja California Border Master Plan was envisioned by the JWC as a pilot project between border states. Based on the outcomes of this pilot binational planning process, the California-Baja California approach could be expanded to other border states and customized to address their needs, resulting in a master planning process for the entire U.S.-Mexico border. 1 Source: Secretariat of Infrastructure and Urban Development (SIDUE); San Diego Association of Governments (SANDAG); and Southern California Association of Governments (SCAG); compiled by SANDAG Service Bureau. SANDAG Service Bureau ES-1

6 BORDER MASTER PLAN Executive Summary The primary objectives of the California-Baja California Border Master Plan are: State of the Practice: Increase the understanding of POE and transportation planning on both sides of the border and create a plan for prioritizing and advancing POE and related transportation projects. POE and Transportation Facilities Projects Evaluation Criteria and Rankings: Develop criteria for prioritizing projects related to existing and new POEs, as well as transportation facilities leading to the California-Baja California POEs; rank mid- and long-term projects and services (e.g., roads, public transit, and railways). Institutionalizing the California-Baja California Master Plan Process: Establish a process to institutionalize dialogue among federal, state, regional, and local stakeholders in the United States and Mexico to identify future POE and connecting transportation infrastructure needs and coordinate projects. Ideally the approach and methodologies identified in the California-Baja California Border Master Plan will be incorporated into the respective planning and programming processes of the individual participating agencies at the federal, state, regional, and local levels in the United States and Mexico. STUDY AREA The San Diego County-Tijuana region is home to three POEs San Ysidro-Puerta México, Otay Mesa- Mesa de Otay, and Tecate-Tecate. In addition, the Otay Mesa East-Mesa de Otay II POE is a new passenger and commercial port that has been proposed to facilitate crossborder travel demand in the region. The Imperial County-Mexicali region also includes three POEs Calexico-Mexicali, Calexico East- Mexicali II, and Andrade-Los Algodones. The California-Baja California Border Master Plan study area includes an Area of Influence and a Focused Study Area. The Area of Influence is the geographic area 60 miles, or 100 km., north and south of the California-Baja California International Border. In California, it includes the counties of San Diego and Imperial. In Baja California, it includes the municipalities of Tijuana, Tecate, Playas de Rosarito, parts of Mexicali, and the urban area of Ensenada. The Focused Study Area is the area ten miles north and south of the California-Baja California International Border. The short-, mid-, and long-term POE and transportation projects analyzed in the California-Baja California Border Master Plan were limited to this bandwidth. ES-2 SANDAG Service Bureau

7 Executive Summary BORDER MASTER PLAN DECISION-MAKING STRUCTURE Under the direction of the U.S./Mexico JWC, Caltrans, and SIDUE, a California-Baja California Border Master Plan Policy Advisory Committee (PAC) and a Technical Working Group (TWG) were established. The agencies listed on page ES-3 were invited to participate in the Border Master Plan. Each agency was asked to designate executive-level managers to serve on the PAC and senior staff to serve on the TWG. United States Mexico U.S. Department of State (DOS) U.S. Customs and Border Protection (CBP) U.S. General Services Administration (GSA) U.S. Federal Highway Administration (FHWA) California Department of Transportation (Caltrans) Imperial Valley Association of Governments (IVAG) Southern California Association of Governments (SCAG) San Diego Association of Governments (SANDAG) County of Imperial City of Calexico County of San Diego City of Chula Vista City of San Diego Secretariat of Foreign Relations (Secretaría de Relaciones Exteriores, SRE) Secretariat of Communications and Transportation (Secretaría de Comunicaciones y Transportes, SCT) General Customs Administration (Administración General de Aduanas) Secretariat of Social Development (Secretaría de Desarrollo Social, SEDESOL) Institute of Administration and Estimates of National Real Estate (Instituto de Administración y Avalúos de Bienes Nacionales, INDAABIN) Secretariat of Infrastructure and Urban Development of Baja California (Secretaría de Infraestructura y Desarrollo Urbano del Estado de Baja California, SIDUE) Municipal Planning Institute of Tijuana (Instituto Municipal de Planeación de Tijuana, IMPLAN) Municipal Planning Institute of Mexicali (Instituto Municipal de Planeación de Mexicali, IMIP) Municipality of Mexicali (Municipio de Mexicali) Municipality of Tecate (Municipio de Tecate) Municipality of Tijuana (Municipio de Tijuana) SANDAG Service Bureau ES-3

8 BORDER MASTER PLAN Executive Summary In addition, other agencies were invited to participate on specific tasks as work progressed. They include: National Immigration Institute (Instituto Nacional de Migración) Secretariat of Economic Development of Baja California (Secretaría de Desarrollo Económico) Secretariat of Tourism of Baja California (Secretaría de Turismo) The PAC was responsible for providing direction, approving the study parameters, establishing criteria for evaluation of projects, and approving the project rankings. The TWG was responsible for supporting the SANDAG Service Bureau to implement the direction of the PAC by providing requested information in a timely manner and for making recommendations to the PAC. STUDY APPROACH To accomplish the tasks outlined in the Scope of Work, the Service Bureau prepared questionnaires requesting pertinent data from the TWG. A summary of the data received and the analyses conducted by the Service Bureau were then presented to the TWG for discussion. Following the TWG meetings, the same information and analysis, updated according to the input received from the TWG, was presented at the PAC meetings. The TWG also made recommendations to the PAC on certain tasks, such as definition of the study area, planning horizon for the study, evaluation criteria, and project rankings. Over the course of the study, six PAC meetings and seven TWG meetings were held. Throughout the process, the Service Bureau worked closely with the JWC, Caltrans, SIDUE, and the California-Baja California Border Master Plan PAC and TWG to ensure the Plan met its objectives and resulted in a model that could be used and adapted in other border areas for similar binational infrastructure planning and coordination. SUMMARY OF FINDINGS AND RECOMMENDATIONS The following section describes the main findings and recommendations for each of the primary objectives of the study. State of the Practice One of the primary objectives of the California-Baja California Border Master Plan was to increase the understanding of POE and transportation planning on both sides of the California-Baja California border. In order to understand the planning practices followed by the different stakeholder agencies, a questionnaire was prepared to solicit information from the TWG. The findings and recommendations outlined below are based on responses from the stakeholder agencies. Findings Planning for POEs and related transportation facilities is a complex process that involves multiple agencies at all levels of government in both the United States and Mexico. POE planning relies on a ES-4 SANDAG Service Bureau

9 Executive Summary BORDER MASTER PLAN five-year planning horizon while planning for transportation facilities uses a longer planning horizon. Not all planning documents include both the POE and associated transportation network projects. Federal, state, regional, and municipal agencies on both sides of the border follow a diversity of project evaluation processes in the preparation of POE and transportation planning documents. These processes range from overall qualitative assessments to the formulation and application of detailed quantitative and qualitative criteria. Coordination and communication among federal, state, regional, and local agencies are occurring at some level, but there are opportunities for a more systematic process to align implementation activities, including funding as well as schedules for POEs and connecting transportation facilities. Opportunities for greater coordination with municipal governments in the development of POE facilities exist. More direct coordination is sought with state and federal agencies to develop a comprehensive strategy for border crossings and allow for effective integration of POEs into the municipal environment. In addition to the POE facility itself, complementary actions related to transportation, security, urban image, infrastructure, and land use should be considered. Opportunities for increased public outreach and coordination with local and state agencies could occur through CBP s Strategic Resource Assessment (SRA) process. The SRA process focuses on improvements to existing POEs and does not appear to identify needs for new POE facilities. However, POE proposals made by other agencies are described in the SRA and selected POE proposals are included under options for improvements. The U.S. GSA follows through with requests from CBP to contract for and administer POE feasibility studies to identify and evaluate alternative POE designs and estimate costs. Additional coordination between GSA and state, regional, and local agencies is needed to recognize programming processes and to align implementation schedules and funding of proposed POE improvements and improvements to roads serving those POEs. Recommendations The California-Baja California Border Master Plan methodology is a valuable tool to inform the POE and transportation planning practices of the stakeholder agencies. Therefore, it is recommended that stakeholder agencies: Consider the California-Baja California Border Master Plan project evaluation criteria to guide their individual project ranking processes. In some instances, the California-Baja California Border Master Plan criteria would enhance the agency s methodology with elements or metrics not currently assessed. In other situations, it could lead to new data collection or monitoring efforts. Use outcomes from the California-Baja California Border Master Plan as inputs in federal, state, regional, and local planning documents, such as Strategic Resource Assessments (prepared by U.S. Customs and Border Protection); Statewide Transportation Plans (California and Baja California); Statewide Urban Development Plans (Baja California); Regional Transportation Plans SANDAG Service Bureau ES-5

10 BORDER MASTER PLAN Executive Summary (San Diego and Imperial Counties); General Plans (cities and counties in San Diego and Imperial Counties); and Municipal Development Plans (municipalities in Baja California). In turn, outcomes of these planning documents would feed into updates of the California-Baja California Border Master Plan. POE AND TRANSPORTATION FACILITIES PROJECTS EVALUATION CRITERIA AND RANKINGS Another important objective of the California-Baja California Border Master Plan is to develop criteria for prioritizing POE and related transportation projects and rank the mid- and long-term projects. The California-Baja California Border Master Plan developed a methodology and criteria to evaluate and rank POE projects as well as roadway, interchange, and rail projects serving the POEs. These four sets of criteria were crafted taking into account previous corridor evaluation efforts [e.g. Binational Border Transportation Infrastructure Needs Assessment Study (BINS) project] and the available transportation data from stakeholder agencies at all levels of government in both California and Baja California. Criteria include quantitative and qualitative indicators that measure current and projected POE travel demand, crossborder trade, congestion at POEs and transportation facilities, as well as cost effectiveness, project performance, project readiness, and regional benefit. The TWG submitted a list of the short-term ( ) and mid- and long-term ( ) POE and transportation facility projects planned for the Focused Study Area. The short-, mid-, and long-term POE and transportation projects were limited to this bandwidth and the criteria were applied to rank the midand long-term projects. The development of criteria for ranking POE and transportation projects has allowed the California-Baja California Border Master Plan to create, maybe for the first time, a list of prioritized projects within a binational study area. Projects in early conceptual stages of development, for which quantitative and or qualitative information was not available, were inventoried without a priority ranking. Future updates of the Plan can incorporate additional data for these projects as more information becomes available from planning and implementation activities. The ranked lists serve as a guideline to identify projects of importance within the California-Baja California border region. ES-6 SANDAG Service Bureau

11 Executive Summary BORDER MASTER PLAN A total of 11 POE projects submitted by the TWG were ranked individually and then grouped by POE. 2 The individual project rankings were then used to establish the following priority order for the POEs. Otay Mesa East-Mesa de Otay II (new proponed POE) San Ysidro-Puerta México/Virginia Avenue-El Chaparral POE 3 Calexico-Mexicali POE Otay Mesa-Mesa de Otay POE Tecate-Tecate POE Calexico East-Mexicali II POE Andrade-Los Algodones POE In addition, a total of 68 roadway, 16 interchange, and nine railway projects serving the POEs were ranked. Figures ES-1 through ES-8 illustrate the mid- and long-term POE and transportation facility projects planned in the California-Baja California region. The main findings are summarized in POE priority order. Otay Mesa East-Mesa de Otay II (New POE) The Otay Mesa East-Mesa de Otay II POE is a proposed new POE that will be located approximately two miles east of the existing Otay Mesa-Mesa de Otay POE and will serve both passenger and commercial vehicles. A presidential permit is in process in the United States. In Mexico, this project is in the advanced planning phase. Two projects were submitted for the construction of the POE; one in the United States and one in Mexico. The projects ranked 1st and 2nd out of 11 POE projects evaluated. The schedules for completion of the United States and Mexico s projects at the new POE do not appear to be fully coordinated since the project in Mexico is planned for completion in 2013 while the project in the United States is scheduled for completion in In terms of roadway connections, State Route (SR) 11, which is a direct connector to the POE, is tied to the construction of the POE and therefore is scheduled for completion in In Mexico, two new roads are planned to provide access to the proposed POE: International Otay II Blvd. and Las Torres Blvd. The roadways are scheduled for completion in 2013 and 2014, respectively. 2 The projects were submitted by U.S. Customs and Border Protection (CBP), with concurrence from U.S. General Services Administration (GSA); Secretariat of Infrastructure and Urban Development (SIDUE), with concurrence from the Secretariat of Communications and Transportation (SCT) and the Institute of Administration and Appraisals of National Real Estate (INDAABIN); and by the California Department of Transportation (Caltrans). 3 The Virginia Avenue-El Chaparral gate is currently closed. However, projects for its reuse were submitted for evaluation in this California-Baja California Border Master Plan. SANDAG Service Bureau ES-7

12 BORDER MASTER PLAN Executive Summary San Ysidro-Puerta México/Virginia Avenue-El Chaparral POE The San Ysidro-Puerta México POE serves pedestrians and passenger vehicles (including buses). It does not serve commercial vehicles; however, a rail line crosses at this POE. The POE is open seven days a week and 24 hours a day. One POE project in the United States was submitted. The counterpart to this POE project in Mexico was proposed as a short-term project. Short-term projects were not ranked. The redesign of the San Ysidro-Puerta México/Virginia-El Chaparral POE is being coordinated with Mexico to convert the existing southbound vehicle lanes into northbound lanes 4 to help facilitate northbound traffic into the United States. Some of these lanes could be double-stacked (i.e., two inspection booths per passenger vehicle lane). When double-stacking is taken into account, San Ysidro is expected to have 50 regular passenger vehicle inspection booths as well as six SENTRI 5 lanes, two bus lanes, and 12 pedestrian lanes or inspection booths. Part of this project includes the associated roadway improvements to access the POE, including southbound access from Interstate 5 (I-5) through the federal facility at Virginia Avenue. This project ranked 3rd out of all 11 POE projects ranked by the TWG. Although the counterpart to this project in Mexico was submitted as a short-term project, a brief description is useful to understand the entire POE redesign. In Mexico, southbound passengervehicle traffic (including buses) is currently processed through nine lanes at Puerta México. As described above, these lanes will be converted to northbound lanes. Southbound traffic will be accommodated through the Virginia Avenue/El Chaparral gate, located just west of the existing San Ysidro/Puerta México POE. El Chaparral will have 15 southbound passenger vehicle lanes (including three bus lanes) and one return-to-the-u.s. lane. The project also includes the construction of covered areas for bus and auto inspections. The schedules for completion of the U.S. and Mexico s projects at the San Ysidro-Puerta México/Virginia Avenue-El Chaparral POE appear not to be fully coordinated since the project in the United States has an anticipated completion date of 2014, while the project in Mexico is planned for completion in However, it is understood that the GSA could advance the reconfiguration of the southbound lanes to Virginia Avenue/El Chaparral to meet Mexico s planned schedule of 2012 if funding became available. The expansion of several roads and construction on new bridges and ramps are planned in Tijuana to facilitate traffic via the POE reconfiguration. These projects are timed to be completed in 2013 and 2014, one to two years after Mexico plans to complete its work on the reconfiguration of the POE, but in line with the planned POE completion date in the United States. 4 The term lane as in passenger vehicle lane or pedestrian lane is used interchangeably with inspection booth in this report. 5 SENTRI or Secure Electronic Network for Travelers Rapid Inspection is a land border crossing program that provides expedited Customs and Border Protection processing for pre-approved, low-risk travelers. ES-8 SANDAG Service Bureau

13 Executive Summary BORDER MASTER PLAN Calexico-Mexicali POE The Calexico-Mexicali POE provides service for pedestrians and passenger vehicles. The POE operates seven days a week and 24 hours a day. Commercial trucks have not crossed at this facility since the Calexico East-Mexicali II POE opened in 1997; however, there is freight rail service that operates regularly. Two projects were proposed to alleviate current congestion at the border crossing. In Calexico, plans are to construct a new facility on the vacated commercial site (west of the railroad tracks) to process north and southbound passenger vehicles. Pedestrians and buses would be processed at the existing facility. The Calexico border station currently has ten passenger vehicle, one SENTRI, one bus, and four pedestrian lanes in the northbound direction. The project would expand to 16 passenger vehicle lanes with possible double-stacking (includes two SENTRI and one bus lane) and six pedestrian lanes. This project ranked 5th out of all 11 POE projects that were evaluated. In Mexico, detailed plans of the lane configurations and proposed changes were not provided, but it is understood that the federal government will make improvements to the federal inspection facilities located in Mexicali and reconfigure the roadways within the Mexican federal compound to connect to the new passenger-vehicle facility in Calexico. The POE improvement project ranked 4th out of the 11 POE projects. Planning for completion of the U.S. and Mexico s projects at the Calexico-Mexicali POE appears to be well coordinated. The project completion dates are aligned as projects in both the United States and in Mexico are planned for completion in The associated roadway improvements in the United States are designed to serve crossborder traffic as well as population growth in the local communities. In Mexico, the construction of new roadways and improvements on existing arterials are geared toward capacity improvements connecting the Mexicali I and the Mexicali II border stations. Otay Mesa-Mesa de Otay POE The Otay Mesa-Mesa de Otay POE opened in 1985 for northbound passenger and commercial vehicle traffic and southbound passenger vehicles. In 1994, it began processing southbound commercial vehicles when the Virginia Avenue-El Chaparral gate ceased operations. It provides service for pedestrians, passenger vehicles (including bus), and commercial vehicles. The POE includes separate operations for cargo and passenger vehicles. The passenger crossing facility is open seven days a week and 24 hours per day. Cargo facilities operate reduced hours. Two projects in the United States were submitted to improve passenger and commercial throughput by expanding the number of lanes. The commercial facility currently has 12 commercial vehicle lanes, while the passenger facility has 13 passenger vehicle lanes. The additional number of lanes to be operational in 2030 is pending the outcome of a feasibility study. The commercial facility project ranked 6th out of 11 POE projects evaluated, while the passenger facility project ranked 8th. These projects are in the conceptual planning phase. The anticipated completion dates and cost estimates were not provided. (Note that although these POE projects were evaluated separately due to technical reasons in the design of the evaluation criteria, CBP considers the lane expansions at the commercial and passenger facilities to be one project.) SANDAG Service Bureau ES-9

14 BORDER MASTER PLAN Executive Summary Improvements to the passenger and cargo facilities at Otay Mesa-Mesa de Otay POE will help increase operational efficiencies. Details about the timing of these projects and specifics on the future number of lanes and/or other improvements were not provided as the efforts are pending the completion of a feasibility study. (At the time projects were submitted the feasibility study had not been completed.) Opportunities exist for additional coordination and alignment as more project details are determined. The associated roadway improvements in the United States are designed to serve crossborder traffic as well as population growth in the local communities. They include the expansion of SR 905 and SR 125, improvements on local bridges and arterials, and a new Bus Rapid Transit project with service between the Otay Mesa area and the northern part of the City of San Diego. In Mexico, the construction of new roadways and improvements on existing arterials are designed to improve connectivity between the Mesa de Otay and the proposed Mesa de Otay II POEs. These projects will help build capacity for future population growth of the local community, as well as facilitate crossborder traffic. Tecate-Tecate POE The Tecate-Tecate POE opened in It provides service for pedestrians, passenger vehicles, commercial vehicles, and rail (the rail line crosses at Campo, located east of the POE). The passenger vehicle facility is open to northbound traffic from 6 a.m. to 12 a.m., while the POE is open to southbound traffic from 5 a.m. to 11 p.m. Cargo facilities operate reduced hours. A project to construct a commercial facility at the Tecate, Baja California border station was submitted to improve the flow of commercial vehicle traffic. Long-term potential projects, such as additional development of the Ensenada seaport, could potentially affect cargo traffic at the Tecate-Tecate POE. The expansion of the cargo facility in Mexico is scheduled for completion in No mid- or long-term counterpart project was submitted for the border station in the United States as major modernization and expansion of the U.S. border station was completed in 2005 and the new Commercial Vehicle Enforcement Facility is scheduled for completion in Two rail projects (both in the conceptual planning stage) to modernize and double-track the Desert Line were proposed to increase the market potential of this route for international and interstate movement of goods. In Mexico, one new road and two roadway improvements are planned to facilitate traffic to and from the POE. The new road, Defensores Blvd., is planned for completion in However, SIDUE anticipates that it could open much sooner to be more closely aligned with the POE improvement. Calexico East-Mexicali II POE The Calexico East-Mexicali II POE was completed in It serves pedestrians, passenger vehicles, and commercial vehicles. Northbound passenger vehicle inspections take place from 6 a.m. to 10 p.m., but open at 4 a.m. during the fall and winter to accommodate the agricultural industry. Southbound passenger vehicle inspections take place from 4 a.m. to 10 p.m. A POE project in the United States was submitted to improve passenger throughput at the Calexico East-Mexicali II POE by expanding the number of passenger lanes at the existing facility. In Imperial ES-10 SANDAG Service Bureau

15 Executive Summary BORDER MASTER PLAN County, the passenger facility currently has eight passenger vehicle lanes, one SENTRI lane, one bus lane, and four pedestrian lanes. The project would expand the number of northbound passenger vehicle lanes to 12. No changes are proposed to increase the number of bus lanes. The project is in the conceptual planning phase, and the cost estimate and anticipated completion date were not provided. 6 The passenger facility project ranked 9 th out of 11 projects evaluated. No POE projects were submitted for the border station in Mexico. The lane expansion project is in the conceptual planning stage and a completion date was not provided. The associated roadway improvements submitted in the United States are planned to increase overall capacity for future population growth and development in the border region. In Mexico, the construction of new roadways and improvements on existing arterials are designed for capacity improvements connecting the Mexicali I and the Mexicali II border stations and are planned for Andrade-Los Algodones POE The Andrade-Los Algodones POE was built in 1970 and serves pedestrians, passenger vehicles, and to a lesser extent, commercial vehicles. The POE, which is located in Imperial County and eastern Mexicali, is open from 6 a.m. to 10 p.m. in both directions. Two projects were submitted for this POE. The Andrade border station in Imperial County has two passenger vehicle and two pedestrian lanes and one informal commercial vehicle lane. The U.S. project is to move vehicle lanes to the Arizona border. Detailed information on the project in Mexico was not provided. This POE is important for tourism, especially with winter visitors to the area who typically cross on foot. The projects were ranked 10th and 11th. The Andrade-Los Algodones POE projects are in the conceptual planning phase. No detailed information, cost estimates, or completion dates were provided. No transportation facility projects were submitted for this POE. Opportunities exist for additional coordination and alignment as more project details are determined. Recommendations Consider the California-Baja California Border Master Plan as a framework to prioritize infrastructure projects and enhance coordination of planning and implementation of POE and related transportation facilities on both sides of the California-Baja California border. Consider using prioritized California-Baja California project lists to compete for transportation funding sources, such as the reauthorization of U.S. federal transportation act, Mexico s federal funding sources, future bond or state funding programs, and private and local funds. Use prioritized California-Baja California project lists to follow a systematic and orderly approach toward the implementation of binational projects. 6 Since the technical analysis conducted for the California-Baja California Border Master Plan was completed, Caltrans/IVAG released a comprehensive report on the future expansion of this POE. New information can be incorporated in future updates. SANDAG Service Bureau ES-11

16 BORDER MASTER PLAN Executive Summary Institutionalizing the California-Baja California Border Master Plan Process An important objective of the California-Baja California Border Master Plan is to establish a process to institutionalize dialogue among federal, state, regional, and local stakeholders in the United States and Mexico to identify future POE and connecting transportation infrastructure needs and coordinate projects. The California-Baja California Border Master Plan PAC discussed how to accomplish this objective on a regular basis to establish a binational California-Baja California border master planning process. Recommendations Periodic Updates: Who will conduct the Border Master Plan updates? Caltrans and SIDUE lead efforts to establish a schedule or cycle for periodic California-Baja California Border Master Plan updates, seek funding, and take the lead on conducting these updates, in collaboration with the U.S./Mexico JWC and the California-Baja California Border Master Plan stakeholders. California-Baja California Border Master Plan PAC members expressed a preference for a consultant team to coordinate future updates, similar to the framework followed for the development of the current California-Baja California Border Master Plan. Frequency and Content of Update: When will the Border Master Plan updates be conducted and what elements of the Plan will be updated? The schedule for California-Baja California Border Master Plan updates should consider U.S. and Mexico s administration cycles. Depending on funding, comprehensive California-Baja California Border Master Plan revisions would take place every three to four years to: Establish new base year and update base year data, including border wait times (currently 2005) Establish new planning horizon (currently 2030) Revise study area boundaries to incorporate significant planned POE or transportation projects Incorporate updated horizon year projections, such as socio-economic data, crossborder travel demand, etc. Incorporate updated POE plans Incorporate updated transportation plans Make use of binational GIS mapping (under development) ES-12 SANDAG Service Bureau

17 Executive Summary BORDER MASTER PLAN Caltrans and SIDUE would lead the efforts to conduct an annual technical update of the California-Baja California Border Master Plan to provide an opportunity for stakeholder agencies to incorporate information on new planned projects, transmit changes to projects already submitted, and report on completed projects. Institutionalizing the Dialogue How will the Border Master Planning Process Continue? The California-Baja California Border Master Plan PAC would meet once a year, or more frequently if needed, to provide direction on annual California-Baja California Border Master Plan technical updates and on future comprehensive updates. Borderwide, rely on the U.S./Mexico JWC and the U.S.-Mexico Binational Group on Bridges and Border Crossings to share information on the status of the California-Baja California Border Master Plan. In California-Baja California, rely on Border Liaison Mechanism (BLM) Technical Commissions to maintain open lines of communication among federal, state, and local agencies responsible for planning and implementing POEs and connecting transportation facilities. SIDUE and Caltrans would report on California-Baja California Border Master Plan monitoring and implementation at meetings of the U.S./Mexico JWC, the U.S.-Mexico Binational Group on Bridges and Border Crossings, and the BLM Technical Commissions. The United States-Mexico Border Governors Conference also could provide a forum to institutionalize the California-Baja California Border Master Plan. The Border Governors Conference is a forum for cooperation and deliberation among the ten states of the United States and Mexico s border (Arizona, California, New Mexico, Texas, Baja California, Chihuahua, Coahuila, Nuevo León, Sonora, and Tamaulipas). SIDUE and Caltrans could report on the California-Baja California Border Master Plan at the annual conferences. Representatives from each of the ten member states participate in work tables to develop solutions to mutual goals through a consensus approach. The Logistics and International Crossings Work Table supports enhanced communications, coordination and consensus building among the ten Border States encouraging investment in modern and efficient infrastructure at ports of entry and to increase security and strengthen commercial exchange. In August 2008, in its Joint Declaration, the XXVI Border Governors Conference adopted the following recommendation in the Logistics and International Crossings area: Substantially reduce cross border wait times by 2013 and complete bi-national state to state regional border master plans amongst the 10 border states within three years. Request both federal governments to incorporate these plans into a U.S.-Mexico Border Master Plan by the XXXI Border Governors Conference in SANDAG Service Bureau ES-13

18 BORDER MASTER PLAN Executive Summary At future conferences, representatives from California and Baja California could present a recommendation to the Logistics and International Crossings Work Table to take action to update the California-Baja California Border Master Plan as the remaining State to State Regional Border Master Plans are developed. SUGGESTIONS FOR CONSIDERATION IN FUTURE CALIFORNIA- BAJA CALIFORNIA BORDER MASTER PLANNING ACTIVITIES Based on the primary objectives of the California-Baja California Border Master Plan, the SANDAG Service Bureau offers the following thoughts for consideration in future California-Baja California border master planning activities based on lessons learned throughout the development of this pilot project. Study Development Consider U.S. and Mexico s administration cycles at the federal, state, and local levels when establishing the California-Baja California Border Master Plan annual technical updates and comprehensive updates. Leadership and staff transitions at the various agencies result in unanticipated delays due to changes in personnel and changes in priorities. Reaffirm the participation of executive-level managers as decision makers at the California-Baja California Border Master Plan PAC and the effective communication practices between PAC and TWG members which allowed for an efficient flow of information and decision making throughout the development of this pilot project. Consider obtaining commitments from the California-Baja California Border Master Plan PAC to devote sufficient staff resources for technical work to ensure the plan updates are conducted in a timely manner (e.g. providing data and conducting review of draft documents). Provide consistent participation of PAC members at key decision-making milestones to obtain policy consistency throughout the binational planning process. For future annual technical updates, convene the California-Baja California Border Master Plan TWG to discuss needs for re-evaluating projects and rankings and, if warranted, to review and comment on the result of the updated project rankings prior to presenting the updates to the California-Baja California Border Master Plan PAC for approval. For future updates, consider adequate budget for document translation and simultaneous interpretation services at TWG and PAC meetings. Include professionals from both California and Baja California in the consultant team responsible for conducting updates to facilitate coordination and data collection with agencies on both sides of the California-Baja California border. ES-14 SANDAG Service Bureau

19 Executive Summary BORDER MASTER PLAN Data Needs When formulating and conducting data collection activities, consider the inclusion of indicators that are part of the California-Baja California Border Master Plan evaluation criteria to ensure information is readily available on both sides of the border and can be delivered in a timely fashion. Continue to collaborate through the U.S.-Mexico Border Forecasting Peer Exchange, created as a byproduct of the California-Baja California Border Master Plan and sponsored by the U.S. Federal Highway Administration, to harmonize and share information on data collection and forecasting methodologies for crossborder travel demand by mode, and other crossborder-related transportation data, such as border wait times. CONCLUSION Development of a new POE or improvement to an existing POE and related transportation facilities is a complex and lengthy undertaking that requires close coordination and collaboration with governmental agencies on both sides of the border. The California-Baja California Border Master Plan process is a new tool that can be used to help prioritize infrastructure projects and enhance coordination of planning and implementation of POE and transportation projects in both the United States and Mexico. A comprehensive approach helps agencies in both California and Baja California complete needed projects to efficiently facilitate international trade and improve the quality of life for residents in the border region. The California-Baja California approach could be expanded and adapted to other border states and customized to address their needs, resulting in a coordinated master planning process for the entire U.S.- Mexico border. SANDAG Service Bureau ES-15

Chapter Six Sanitary and Phytosanitary Measures Objectives The objectives of this Chapter are to protect human, animal, or plant life or health in the Parties territories, enhance the Parties implementation

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